Remote control



y 6, 1940. J. A. FUSELLA' 7 8,364

REMOTE CONTROL Fig.1

DASHBOARD /l,4a I75 '"fil Md INVE NTOR Jam pk A. Faye/1d, BY

ATTORNEY z July 16, 1940. J. A. F'USELLA REMOTE CONTROL Filed Jan. 25, 1940 5 Sheets-Sheet 5 y 16, 1940. J. A. FUSELLA 2,208,364

REMOTE CONTROL Filed Jan. 25, 1940 5 Sheets-Sheet 4 IIII'II'I'I'I'U'IIII INVENTOR Jake vb A. Fused:

Patented July 16, 1940 PATENT OFFICE 19 Claims.

This invention relates to new and useful improvements in remote controls, and has specific reference to a remote control for automobiles.

The invention proposes the provision of a device as mentioned which abolishes the manual routine of the starting switch, accelerator pedal, choke, foot brake pedal, brake lever, gear shift lever, clutch pedal, throttle lever and spark advancer, and proposes to transpose these parts it from the floor or dashboard of an automobile to a remote place beneath the floor, out of view.

Still further, in one form of the invention it .is proposed to adapt the remote control for an automobile having a motor with an ignition syslla tem and an accelerator, and also having a brake system, clutch system and speed shift system. It is proposed to provide a manually depressible actuating rod resiliently urged upwards and having a section capable of bending laterally, and

in to associate certain mechanism with this rod in a way so that when the rod is depressed straight downwards the automobile will be operated in a forward direction. starting from the time that the car is started with the self starter, until the an time that the shift goes through the various stages to high speed. It is also contemplated to provide mechanism for driving the car in reverse when the bendable portion of the actuating rod is swung laterally.

an More specifically, the invention contemplates the provision of a means for starting the' motor in an initially depressed position of the actuating rod.

A further means is also contemplated for opgg crating the clutch system, the speed shift system and brake system, on further depression of the actuating rod to shift from neutral into first, second and third for driving said automobile at various speeds, and stopping when said actuating rod again reaches said initially depressed position.

A means is also proposed for operating said clutch system, speed shift system and brake system on lateral motion of the actuating rod secgg tion for driving said automobile in reverse, and stopping when said actuating rod moves up and againreaches said initially depressed position.

The invention also contemplates the provision of releasable means for limiting upward motion 50 of the actuating rod to the initially depressed position, in which the motor willfmerely idle while the car is stationary with its brakes applied.

The invention further contemplates the provision of a means for breaking the ignition circuit when the actuating rod is in its completely raised position so that the automobile will then be in a position of rest with the motor turned ofi and the brakes applied.

The invention also contemplates the provision of a signal system for indicating when the shift a is in neutral, first, second, third, or reverse.

The invention also proposes to have the signal system include, an indication for indicating forward motion and stopping of the automobile.

For further comprehension of the invention, no and of the objects and advantages thereof, reference will be had to the following description and accompanying drawings, and to the appended claims in which the various novel features of the invention are more particularly set forth. in

In the accompanying drawings forming a ma terial part of this disclosure:.

Fig. 1 is a fragmentary longitudinal sectional view of an automobile equipped with a remote control device constructed according to this inmy vention.

Fig. 2 is a fragmentary enlarged vertical sectional view through the main portion of the remote control apparatus.

Fig. 3 is a sectional view similar to Fig. 2 but illustrated with the actuating rod completely depressed.

Fig. 4 is a fragmentary elevational view looking in the direction of the line 4--& of Fig 1.

Fig. 5 is a fragmentary vertical sectional view my taken on the line 5'% of Fig. 4.

Fig. 6 is a fragmentary enlarged detailed viewof the lower portion of Fig. 1.

Fig. 7 is a fragmentary vertical sectional view taken on the line 'l-l of Fig. 2.

Fig. 8 is a fragmentary vertical sectional view taken on the line t-B of Fig. 2.

Fig. 9 is a fragmentary elevational view looking in the direction of the line'9-9 of Fig. 2.

Fig. 10 is a fragmentary enlarged vertical secw tional view taken on the line ill-l0 of Fig. 2.

Fig. 11 is a fragmentary horizontal sectional view taken on the line ll-il of Fig. 2.

Fig. 12 is a fragmentary horizontal sectional view taken on the line li -l2 of Fig. 8.

Fig. 13 is a fragmentary horizontal sectional view taken on the line l3--l3 of Fig. 1.

Fig. 14 is a fragmentary vertical sectional view taken on the line I 4M of Fig. 13 and showing a few additional parts not shown in Fig. 13.

Fig. 15 is a horizontal sectional view on the line l5-I5 of Fig. 3. I

Fig. 16 .is a schematic wiring diagram of the device.

The remote control for automobiles, in accordance with this invention, is used in combination with an automobile 20 having a motor with an ignition system and an accelerator for accelerating the motor, and a brake system, clutch system and speed control system. The details of these various parts will not be given in this specification as they form no part, of the invention and which disclosure is merely given by way of ex-' ample only, and no limitation is intended, the intention being to cover the invention as embodied within the scope of the appended claims.

The remote control includes a manually depressible actuating rod 2! resiliently urged upwards and having a top section 2 I and a bottom section 2 l pivotallyconnected by a pintle 22 in a manner so that the top section may bend laterally. A spring 23 engages against the bottom of the actuating rod 2| and is contained in a'housing 26 and acts between the housing and the actuating rod for resiliently urging the actuating rod upwards. The top end of the actuating rod is connected with certain mechanism by which it may be conveniently manually depressed. Such mechanism includes a foot pedal 25 and a hand lever 26 which may be selectively used or simultaneously used, depending merely upon taste.

Thefoot pedal 25 is mounted upon the floor 20 of the automobile. At its rear end the foot pedal 25 is provided with a universal joint 21 by which it is mounted on the floor 20 in a manner so that the front end may be depressed, or may be swung laterally. A pintle 28 is mounted on the top end of the actuating rod 26 and passes through an elongated slot 29 formed in a ing 30 mounted on the bottom of a front portion of the pedal 25. A spring 3| is connected with the actuating rod 21 and with a casing 32 mounted upon the floor 20". Thiscasing 32 houses most of the mechanism for the remote control as may be readily understood by examining the drawings. The actuating rod 2| passes through a slot 33.1ormed in the floor 20. This slot has a laterally extending portion 33 (see Fig. 11) .which permits the actuating rod section 2| to be swung laterally. The spring 3| serves to maintain the actuating rod section 2! F.

resiliently in its normal position so tnat it is free to move laterally.

The upper portion of the actuating rod 2| is provided with a cam portion 2| which passes through a front section 33 of the slot 33. This cam portion 2 I" normally holds the actuating rod section 2| from being moved laterally until such time that it is depressed a certain amount. A pin 35 projects from the actuating rod 2| and is aligned to pass through a slot 36 continuing. from the' rear of. the slot 33. A baflle plate 31 is mounted beneath the floor 20 immediately adjacent the slot 36. This baflle plate 3'! has a top cutout portion 31 laterally. Once the actuating rod is depressed further, the pin 35 will ride along one side of the baflle plate-31 andthen the actuating rod section 2| i cannot be swung laterally.

The handle 26 by whichthe foot pedal 25 may be controlled -with fones hand merely extends upwards so as tobe readily grippable. It'passes through a standard 38 stationarily mounted one instead of foot power.

when the pin. is intimately above this cutout portion 31' it may be swung portion of the automobile 2B. The top of the.

handle 26 extends slightly rearwards to the vicinity of the operator of the vehicle. By this handle 26; thepedal 25 may be depressed by hand power The standard 38 has sufficient lateral play so that the handle 26 may also be swung slightly laterally so as to swing the foot pedal 25 laterally as already explained. An examination of the drawings will show that various parts are connected with the actuating rod 2 I,

but it should be now understood that there is ating rod, strikes a lever 30. This lever Kill is pivotally supported intermediate of its ends on a pintle (H supported on a bracket 42 mounted on the casing 32; Theconnecting ends llll and 39 of the lever 40 and pawl 38 are beveled to facilitate-engagement of these parts in a way so that the lever ill will be moved clockwise as the pawl strikes and moves it. The lever lll has a front section 60' which is connected with the rear sec tion by a hinge B3. The hinge is so arranged as to be capable of flexing upwards only. With this arrangement when the pawl 39 moves downwards the lever 60 will pivot anticlockwise until the pawl passes the lever, and drops the lever, whereupon the lever will be returned to its original position by a spring 44. When the actuating rod 2 l moves upwards the pawl 39 will again strike the lever 80,

but this time the front end M will pivot upwards and the lever 60 is not aflected.

A switch is supported on a bar 56 immediately beneath the front end of the lever 6|. This switch is intended to be connected with the starting motor of the automobile in the usual way. The switch 45 is only closed when the front end of the lever 41 is depressed by the pawl 39. The rear end of the lever 40 connects with a cable 46' which is suitably guided in a bracket 41 and which extends i through a guiding tube 48 I and-which connectswith the choke of the automobile motor. Another cable 49 is also connected with the rear end of the lever 40 and extends through a tube 50 and is suitably guided by a bracket 5|.

of the ignition systemof the automobile motor. The arrangement is such that when the bolt 39 pivots the leverlll clockwise the spark will be advanced and the choke will be open to assist in a quick starting of the motor. This operation is simultaneous with the closingv of the starter switch 45. At this point the pin 35 is disposed in line with the cutout 3! of the baflle plate 31. A means is provided for holding theactuating rod 2| in this initially depressed condition so that the automobile is in astate where the motor is idling;

The cable 49 connects with the spark advance mechanismbut'the automobile is stationary with the brakes I on,'as hereinaftermore fully described. v

The means for holding the actuating rod 2| in this depressed condition includes a stop finger 52 which is pivotallyisupported by a pintle 53 portion 33". In this position, the stop finger}! will extend across the top shoulder 2| 0! the cam 2l and so the actuating rod Il'will be held Hit against coming up above this initially depressed point.

The stop finger 52 may be locked in an operative position or may be manually moved to an inoperative position by'a control rod 54 (see Fig. 4). The bottom end of this control rod extends between a fork 55 on the rear of the stop finger 52. The control rod extends upwards through a slot 56 in the floor 20 and intermediate of its ends is pivotally supported by a pintle 51 on a bracket 58 mounted on a portion of the automobile Zt. The top end of the control rod 54 extends to a position immediately behind the dashboard 28 of the automobile 20S -A lever 59 is pivotally supported on theppper end of the control rod by a pintle BE. A spring ti is connected with the lever 59 and with a pin The front t2 mounted on the control rod 5t. end of the lever 59 extends out of an arcuate slot 63 formed in the dashboard 2t". This slot M has a downwardly extending portion 63 at one .end into which the lever 59 may engage for holding the control rod 55 locked in a position inwhich the stop finger 52 is held fixedly in the position illustrated in Fig. 11. In this condition the stop finger 52 is inoperative. To place the stop finger into operation it is required that the lever 59 be raised and allowed to enter the near end of the slot t3.

There is a small space t l between the stop finger tit and the edge of the cam portion 2i. When the lever 59 is lifted out of the downward extending end 63 of the slot 63, the spring M will move the stop finger .52 so that it engages against the side edge of the cam M. In this condition the stop finger 52 is set, that is, it is operative awaiting the opportunity to engage over the shoulder 2i of the cam ti when the actuating rod is depressed to its initial condition.

At this point the motor of the vehicle is idling, the automobile is stationary with the brakes on. The braking control mechanism includes a lever 65 which is pivotally supported intermediate of its ends by a pintle $6 mounted on the casing 322. The end $55 of the lever I55 connects with a cable hi which extends over a guiding pulley t8 and then through a guide tube 69 to the brake mechanism of the automobile. The lever 65 has another end 65 which supports a block It slidably mounted in a. slot I! of a lever I2 supported on the actuating rod M. This lever I2 has a short slot It through which a support pin i l passes. This pin It is mounted on the actuating rod M. A spring i5 is interposed between the block It and the bottom end of the slot Ii.

In the condition of the parts shown in Fig. 2, the brakes are applied. This is accomplished by reason of the fact that the pin It is resting against the top end of the slot i3 holding the lever It in a raised position in which the spring It is compressed, urging the block III in a direction to pivot the lever t5 anticlockwise. In this position the lever 65 is stretching a brake releasing spring It. This spring it is connected between the lever end 65*? and the casing 32.

When the actuating rod ZI moves down to its.

initially depressed position the spring I5 will expand, losing some of its tension, but maintaining sufficient tension so as to still hold. the lever 65 in the position shown in *Fig. 2 with the brake applied. However, when the actuating rod}! is depressed further than its initial position, as hereinafter more fully described, the spring I5 willlcse its tension, and the block will move out of contact with the spring I5 (see Fig. 3) so that the spring 16 pivots the lever 65, slackening the cable 68 and releasing the brakes.

The accelerator of the motor of the automobile is controlled by a member 11 which is vertically slidably supported in standards 18. The top end II of the member "is in intimate contact with the lever 40. A spring I9 is connected between the member '11 and one of the standards I8 for normally urging the member 11 into this raised position. The member IT has a projection 80 abutting a projection 8| connected with a cable 82 housed in a guide tube 83 suitably supported in a block 84. The cable 82 is intended to be connected with the accelerator of the automobile. The arrangement is such that when the member II is depressed the cable 82 will be drawn accelerating the automobile motor. It is advisable that the parts be so arranged that normally the accelerator is half on. When the pawl it strikes the lever M the member II will be depressed so as to supply additional gasoline required in starting the motor. The member 'II also has a lateral projection II adapted to be engaged by the pawl 39 in the fully depressed condition of the actuating rod 2i to accelerate the automobile in third speed as will hereinafter be more fully described.

The means for operating the clutch system of the automobile includes a member 8'5 having a forked top end 86 between the fingers of which, the pawl 39 engages. After the actuating rod M has been depressed a certain amount, the pawl 39 will strike the base of the fork and start moving the member 35 downwards. This is for the purpose of operating the shift. The member 85 is slidably supported in a resiliently supported bracket 8i mounted on the actuating rod it. This bracket BI extends through a slot at formed in the actuating rod 2i.

A spring M is disposed within this slot and acts between the base of the slot and the bracket W for normally urging the bracket into its top position. The member as has an offset end th which extends through an inverted L-shaped guide bracket 99. This guide bracket 90 has a vertical slotted portion 9% and a horizontal slotted portion 9W (see Fig. 8).' The member 35 at this point is capable of moving downwards, or laterally. At this point the shift of the automobile is in neutral.

A mechanism will now be described which will function to declutch the automobile, shift to first,

then declutch, shift to second, and finally declutch and shift to third. This mechanism is characterized by a group of three wheels, 9i, t2 and 93, each pivotally supported by a central pin 96. Each wheel has. a projection; the wheel M has a projection 9|, the wheel 92 has a projection 92,- and the wheel 93 has a projection 93. A bracket 95 has a plurality of horizontally projecting portions pivotally connected by pintles 9% with the wheels 9|, 92 and 93. The bracket 95 is pivotally connected with a link 91, which in turn is pivotally connected with a rod 98 which is slidably supported in brackets 99. The remote end of the rod. 98 has a rack portion" Hill which meshes with a toothed wheel Illl. I0! engages a rack I02 which connects with a rod I03, which in turn is adapted to connect with the depressible rod which declutches the conventional clutch of an automobile.

A finger I04 projects from the portion 85 of the member 85 and is arranged at a position so as to successively strike the projections 9i, 92" and 93, as the member 85 is moved downwards.

The toothed. wheel As the finger I so strikes the projections the wheels 9|, 92 and 93 will be slightly angularly turned and this motion will be transmitted to move the rod I03 downwards which accomplishes the declutching. When the finger I04 rides free of one of the projections, a spring I05 returns the parts to their original positions. This spring I05 is connected between a pin I65 mounted on "the rod 98 and the casing 32.

The free end of the portion 65 of the member 85 is provided with a head I61 which is slidably mounted in a slot 168 formed in a block I06. Normally, the head His in the top of the slot I08. This block I09 has a cam I I0 mounted on one side. The cam H0 is adapted to selectively engage the ends of levers III, H2 and IIS. These levers control shifting to first, second and third,

respectively, as hereinafter more fully described.

portedintermediate of their ends on a lug I mounted upon the bottom of the housing I 2i which contains the shift mechanism. The remote ends of the rods III, H2 and H6 have upwardly extending portions similar to the portion III a of the rod III illustrated in Fig. 14. These upwardly extending portions pivotally connect with one of the ends of hell cranks I22. The bell cranks are pivotally supported intermediate of their ends by pintles I23. The free ends of the bellcranks of the rod I40 extends into the casing 32 and is located directly beneath a rod I M. This rod I4I are provided with forks I22.

which engage grooved collars on the shift gears.

There is a shift gear I24 for first; a gear I25 for second, and gear I26 for third. These gears are slidably mounted on the transmission shaft I 21; This transmission shaft is located betweentwo countershafts I28 and I20. The countershafts are driven by gears I30 which mesh with a gear I3I en the shaft I32 which comes from the clutch I33 of the automobile. The shaft I28 is the reverse 'countershaft. -It is provided with the reverse gear I34 engageableby the reverse shiftable gear I35 on the shaft I21. The countershaft I20 is provided with the gears I36, I31 and I38 which are the complements for the shiftgears I24, I25 and I26.

The reverse shift gear I35 is actuated by the rod I40. This rod I40 is pivotally mounted intermediate of its ends on the bracket I20. One end is slidably mounted in standards I 42. Its upper end pivotally connects with a link I43, which in turn is pivotally connected with a lever I44. This'leverl44 is pivotally' supported on its top end on a lug I45. The bottom end of the lever I44 is disposed in the path of motion of'the portion 85 of the member 85 whenfthe actuating rod section 2I= is-moved laterally. l A cable 61 is connected withthe lever I44 and engages over a guide pulley 61 and extends upwards over the pulley 60 and connects with the cable 61. The arrangement is such that when the lever I'44.is being moved by the portion 85, the cable 61" is pulled, which pulls on the cable 61 in a manner to pivot the lever 65 slightly clockwise, compressing the spring 15 a small extent for releasing the brake.

A spring IE6 is arranged coaxially on the rod MI and acts between one of the standards I62 and a collar I46 mounted on the rod I II for normally urging the rod upwards. I46 is very weak so as to be incapable of moving the block I09 laterally.

' The block I09 has a lateral groove connecting with the groove I08. The head I61 may also move in this lateral groove. A spring or other friction member I51 is mounted on the casing 32 and frictionally engages the side of the block I09 forv holding the block frictionally in various positions in which it may be set. A finger I06 projects from the member portion 85 and is arranged to strike a projection I69 on a wheel I pivotally supported by a pintle I 5I on a This spring bracket I52. This wheel has an arm I58 pivotally connected with it and connected with the rod 98. When the wheel I56 is pivoted inone direction or the other by the finger I56 striking the projection I 66, the arm I53 will communicate the motion to the rod 58 to operate the clutch rod, I023.

The clutch rod I63 comes out from the bottom of the casing 32 and pivotally. connects with a lever I56. This lever is pivotally supported by a pintle I55 on a bracket I56 mounted on the bottom of the casing 32. The other end of the lever I54 pivotally connects with one end of a lever I51 which is pivotally supported intermediate of its ends by a pintle I58 mounted on the side of the shift housing I2I. The upper end of the lever I51 pivotally connects with the depressible clutch rod I59 of the clutch I63.

The member 55 is normally urged into a raised position by a spring I60. This springis coaxially mounted on a rod I6I which is slidably supported by. engaging through an aperture I62 in the casing 32. The spring I00 is coaxial on this rod and acts between the casing 32 and a collar I63 mounted on the rod I6I. 7'

An arm I66 is slidably supported in brackets I65 mounted on the casing 32-; This arm has a. head portion I60" engageable by the tail end of the rod 12. The lower end of the arm I64 has an offset portion I64! which is eccentrically, connected by a pin I66 with the toothed wheel IOI. When the actuating rod 2I is in its completely raised position the, 0d 12 engages the end I64 of the arm I64 and holds the toothed wheel IOI in a position in which the rod I03 is lowered.

Inthis position the automobile is declutched.

A means is provided for breaking the ignition circuit when the actuating rod 2I is in its completely raised position. This means includes a turned 011.

A signal system is provided for indicating whether the shift is in neutral. first, second, third,

or reverse speeds. This signal system includes a'switch I13 to indicate neutral; a, switch I14 to indicate first, switch. I15 to indic'atefsecond,

and switch I16 to indicate third. These four switches are mounted upon'the bracket 90 (see -Fig. 8). In the neutral position of the member 85 the switch I13 is closed. These four switches are wired up with lamps or other indicating devices on the dashboard 28 The neutral switch I13 is wired with a neutral indication I13. First speed is wired up with indication I14; second speed I15, and third speed I16. There is also a reverse speed switch I11 contactable by the lever I14 (see Fig. 8), when the shift is in reverse. This switch I11 is wired up with a reverse speed indicator I11. The switches '|13-|11 inclusive are in a circuit I18 connected with a battery I19.

The signal system also includes an indication for forward motion and stopping of the automobile. This is controlled by a lever I88 supported by a pin- |8I mounted on the actuating rod 2|. This pin |8| engages in a slot I82 formed in the lever I88. The lever I88 is pivotallyconnected with a control lever I83. This control lever is pivotally supported by a pintle I84. In

the completely raised position of the actuating rod 2| the pin I8| strikes the end of the slot I82 and forces the upper endof the control lever I85 against a. switch I85 for closing this switch. A spring I88 is connected with the control lever I83 and with the casing 32 and normally acts to pivot the control lever I83 into a position in which the switch I85 is open, and in which an-. other-switch I81 is closed. This switch I81 is located adjacent the opposite end of the lever I83. The switch I85 is arranged in a circuit which includes a red signal 188, while the switch I81 is arranged in a circuit including a green signal I89. These signals are arranged in the circuit I98 which includes the battery I19.

In Fig. 10 a detail of one of the switches on the bracket 98 has been disclosed so that the operation of the switchmay be understood. The switch comprises a stationary contact I9| opposed by a resilient contact I92. This resilient contact is arranged in the path of motion of the member portion 85 so that the contacts engage each other in a certain position of the member portion.

The operation of the device is as follows:

With the parts as illustrated in Fig. 2 the automobile is at rest with the brakes on and the motor 01!. The automobile may be started merely by depresslngthe foot pedal 25. For convenience, both feet may be placed on this pedal, or the pedal may be controlled by the handle lever 25.

The ignition switch I12 'must be turned on. Then the pedal 25 is slightly depressed so that the arm I89 disengages from the switch I81. This switch closes and the ignition circuit is now closed. The pedal 25 is furtherdepr'essed so that the actuating rod 2| moves down a slight distance so that the pintle 39 engages the lever 48, pivoting this lever about the point 4| and causing the lever to close the self-starter switch and simultaneously draw the wires 46 and 49 for advancing the spark and opening the choke. The member 11 is also depressed by the lever 48 for turning on the accelerator to a greater extent. The motor now starts and the pawl 39 passes the lever 48, dropping the lever.

The lever 48 is returned to its initial position by the spring 44. This opens the starter switch 45 and sets the spark advance and choke back into their ,driving positions. The member 11 also moves to its raised position so that the accelerator moves back to its normal operating position.

"The automobile motor is now'i'dling. By this time the actuating rod 2| has been depressed to a position in which the shoulder 2| is immediately adjacent the stop finger 52. This stop finger then snaps into a position over the shoulinitially depressed position. However, for proper operation of the .stop finger 52 it is required that the holding means of this stop finger be released by lifting up the lever 59 and allowing the lever 59 to move slightly into the slot 83 on the dashboard. The motor is now idling and the car still has its brakes on.

The driver may release all pressure on the actuating rod 2| which will be held down by the stop finger 52 so that the motor may heat up. To drive the car it is merely necessary that the actuating rod 2| be further depressed. A position will soon .be reached in which the spring 15 releases the block 18 so that the spring 18 slackens the control wire 61 of the brakes of the automobile. At about this time the finger I84 strikes the projections SI of the wheel 9|, pivoting the wheel and through the bracket 95, link 91, rod 98, etc., depresses the clutch rod I59 for declutching the clutch. Immediately, when this is accomplished the cam H8 will strike the lever III, pivoting this end of the lever downwards. This functions through the system illustrated in Fig. 14 to move the shift gear I24, shifting the car into first. When this is done the finger I84 drops the projection 9|. The spring I85 returns the wheel 9| to its original position which causes engagement of the clutch. The cam 8 now holds the rod III and the car is operating in first speed. 1

Further downward motion of the actuating rod 2| will cause the finger I84 to strike the projection 92 of the wheel 92 pivoting the wheel, and through the medium of the bracket 95, the link 91, etc, causes the depression of the clutch rod I59, declutching. At this instant the cam 8 drops the lever III which snaps back to its original position, shifting out of first. Instantly. the cam ||8 engages the lever' I I2 pivoting the same and causing a shift into second. Then the-finger I84 drops the projection .92 which indirectly causes the engagement of the clutch. The car is now operating in second. Further depression of the actuating rod 2| will cause the finger I84 to engage the projection 93 of the wheel 93, declutching, then the cam IIII will act to drop the lever H2, and to depress the lever II3 to cause a shift into third. The parts in this condition are illustrated in Fig. 3. The car is now operating in third. The accelerator is controlled by the pawl 39 striking the projecting portion 11b of the accelerator control member 11. This member is indirectly operating the control wire 82.

To bring the carto a stop it is merely necessary to release the actuating rod 2|, which then rises to its initially depressed position in which the shoulder 2| strikes the stop finger 52. During the period that the actuating rod 2| raises, the car will successively be shifted from third to second and then to first, and then into neutral. It should be noted that there is a certain drag between the member 85 and the block I89 which is necessary to properly accomplish shifting in the reverse order. This may be understood by considering Fig. 3.

As the actuating rod 2| moves upwards the block I88 will maintain its fully lowered position because of the friction material I" acting against the rod 4 which is connected with the block I89. However, a position will soon be reached where the finger I84 strikes the projection 93* to cause declutching. At this. point member 85 and the block I09 will have been taken up, that is, the head I01 has reached the top of the slot I08. Now the block I09 is being raised and soon the cam- III'I drops the lever ||3 causing third gear to disconnect. The cam then engages the lever 2 to cause a shift into second. At this instant the finger I04 drops the projection 93 and the automobile isioperating in second. In this mannerthe operation is continued into first, and then into neutral. The parts are now in their original, initial depressed condition of the actuating rod 2|.

At this point it is possible to drive the car in reverse merely by moving the uppersection 2| of the actuating rod laterally. This is" done by forcing the foot pedal 25,1aterally, or the hand lever 26. The section 2| of the actuating rod need but move a. small amount and there is enough tolerance between the actuating rod and the parts carried by it to permit such lateral motion. Lateral motion of the actuating rod section 2| causes the member .95 to travel along the opening 90 of the bracket 90. The finger I48 first engages the projection I49 of the wheel I which indirectly causes depression of the clutch rod I59, declutching. At thispoint the portion 85 engages the lever I44 which indirectly lowers the rod |4| which strikes the reverse shift control rod I40 causing a shift into reverse.

Simultaneously, motion of the lever I44 is communicated by the cable 61 to pivot the lever 65, slackening the cable 61 and so releasing the brake.

The finger I48 then drops off the projection- I49 and the clutch is indirectly set into operation. The car is now in reverse. The car is.

taken out of reverse by moving the actuating rod section 2| back to itsloriginal position. The friction spring I41 retards the block I09 so that the finger I48 has an opportunity to first engage the projection I49 to cause declutching before the block I09 releases the lever I44 to cause shifting out of reverse and applying the brakes.

After declutching out of reverse is accomplished, and the brakes areapplied, the projection I49 is dropped so that the clutch engages. However, the car is now in neutral with the brakes on, and not in motion.

The automobile may be completely stopped, including the motor, by pressing the lever 59 into the offset portion 63 of the slot 63 any time during the operation of the automobile.- When this is done the stop finger 52 will be moved to its inoperative position illustrated in Fig. I 11. Now when the actuating rod 2| is released it will come to its fully raised position. I This will cause the-engagement of the arm I69 with the switch.

to be understood that I do not limit myself to the precise constructions herein disclosed and the right is reserved to all changes and modificationscoming within the scope of the invention as defined in the appended claims.

Having thus described my invention, what I claim as new, and desire to secure by United States Letters Patent is:

2,208,364 the loose motion of the connection between the 1. In combination with an automobile havinga motor with an ignition system and an accelerator, and also having a brake system, clutch system, and speed shift system, a manually depressible actuating rod resiliently urged upwards, and having a section capable of bending laterally, means for starting said motor in an initial 'depressed position of said actuating rod, means for operating said clutch system, speed shift system and brake system on further depression of said actuating rod to shift from neutral into first, second and third for driving said automobile at various speeds and stopping same when said actuating rod again reaches said initial depressed position, and means for operating said clutch system, speed shift system and brake system on lateral motion of said actuating rod section for driving said automobile in reverse and stopping when said actuating rod again reaches said initial depressed position.

2.-In combination with an automobile having a motor with an ignition system and an accel erator, and also having a brake system, clutch system, and speed shift system, a manually depressible actuating rod resiliently urged upwards, and having a section capable of bending lateral- .ly, means for starting said motor in an initial depressed position of said actuating rod, means for operating said clutch system, speed shift system and brake system on further depression of said actuating rod to shift from neutral into first, second and third for driving said automobile at various speeds and stopping same when said actuating rod again reaches said depressed position. means for operating said clutch system,

' speed shift system and brake system on lateral motion of said actuating rod section for driving said automobile in reverse andstopping when said actuating rod again reaches said initial depressed position, and a foot pedal for controlling said actuating rod.-

3. In combination with an automobile having a motor with an ignition system and an accelerator, and also having a brake system, clutch system, and speed shift system, a manually depressible actuating rod resiliently urged upwards, and having a section capable of bending laterally, means for starting said motor in an initial depressed position of said actuating rod, means for operating said clutch system, speed shift system and brake system on further depression of said actuating rod to shiftfrom neutral into first, second and'third for driving said automobile at various speeds and stopping same when said actuating rod again reaches said initial depressed position, means for operating said clutch system, speed shift system and brake system on lateral. motion of said actuating rod section for driving said automobile in reverse and stopping when said actuating rod again reaches said initial depressed position, and a hand lever for controlling said actuating rod.

, for operating said clutch system. Speed shift system'and brake system on further depression of said actuating rod to shift from neutral into first, second and third for driving said automobile at various speeds and stopping same when said I actuating rod again reaches said initial depressed positiiin, means for operating said clutch system, speed shift system and brake system on lateral inotion of said actuating rod section for driving 'said automobile in reverse and stopping when said actuating rod again reaches said initial depressed position, a spring being connected with said actuating rod for providing for the resilient upward urge thereof. l

5. In combination with an automobile having a motor with an ignition system and an accelerator, and also having a brake system, clutch system, and speed shift system, a manually depressible actuating rod resiliently urged upwards, and having a section capable of bending laterally, means for starting said .motor in an initial depressed position of said actuating rod, means for operating said clutch system, speed shift system and brake system on further depression of said actuating rod to shift from neutral into first, second and third for driving said automobile at various speeds and stopping same when said actuating rod again reaches said initial depressed position, and means for operating said clutch system, speed shift system and brake system on lateral motion of'said actuating rod section for driving said automobile in reverseand stopping when said actuating rod again reaches said initial depressed position, said means for starting the motor including a pawl mounted on the actuating rod and engageable with a lever controlling a starter switch. p

6. In combination with an automobile havin a motor with an ignition system and an accelerator, and also having a brake system, clutch system, and speed shift system, a manually depressible actuating rod resiliently urged upwards, and having a section capable of bending laterally, means for starting said motor in an initial depressed position of said actuating rod, means for operating said clutch system, speed shift system and brake system on further depression of said actuating rod to shift from neutral into first, second and third for driving said automobile at various speeds and stopping same when said actuating rod again reaches said initial depressed position, and means for operating said clutch system, speed shift system and brake system on lateral motion of said actuating rod section for driving said automobile in reverse and stopping when said actuating rod again reaches said initial depressed position, said means for starting the motor including 'a pawl mounted on the actuating rod and engageable with a lever controlling a starter switch, and a spark advance and choke control.

7. In combination with an automobile having a motor with an ignition system and an accelerator, and also having a brake system, clutch system, and speed shift system, a manually depressible actuating rod resiliently urged upwards, and having a section capable of bending laterally, means for starting said motor in an initial depressed position of said actuating rod, means for operating said clutch system, speed shift system and brake system onfurther depression of said actuating rod to shift from neutral into first, second and third for driving said automobile at various speeds and stopping same when said actuating rod again reaches said initial depressed, position, and means for operating said. clutch system, speed shift system and brake system on lateral motion of said actuating rod section for driving said automobile in reverseand stopping when said actuating rod again reaches said initial depressed position, motor including a pawl mounted on the actuating rod and engageable with a lever controlling a starter switch, and a spark advance and choke control, and an accelerator control.

. 8. In combination with an automobile having a motor with an ignition system and an accelerator, and also having a brake system, clutch system, and speed shift system, a manually depressible actuating rod resiliently urged upwards, and having a section capable of bending laterally, means for starting said motor in an initial depressed position of said actuating rod, means for operating said' clutch system, speed shift system and brake system on further depression of said actuating rod to shift from neutral into first, second and third for driving said automobile at various speeds and stopping same when said actuating rod again reaches said initial depressed position, and means for operating-said clutch system, speed shift system and brake system on lateral motion of said actuating rod section for driving said automobile in reverse and stopping when said actuating rodagain reaches said initial depressed position, said means for operating the clutch system and shift system includes a plurality of wheels pivotally mounted and having projections, and connected to declutch when pivoted in either direction.

9. In combination with an automobile having a motor with an ignition system and an accelerator, and also having a brake system, clutch system, and speed shift system, a manually depressible actuating rod resiliently urged upwards, and having a section capable of bending laterally, means for starting said motor in an initial said means for starting the depressed position of said actuating rod, means for operating said clutch system, speed shift system and brake system on further depression of said actuating rod to shift from neutral into first,

second and third for driving said automobile at various speeds and stopping same when said actuating rod again reaches said initial depressed position, and means for operating said clutch system, speed shift system and brake system on lateral mortion of said actuating rod section for driving said automobile in. reverse and stopping when said actuating rod again reaches said initial depressed position, said means for operating the clutch system and shift system includes a pin: rality of wheels pivotally mounted and having projections, and connected to declutch when pivoted in either direction, and a finger engageable with said projections mounted on a member indirectly controlled by said actuating rod.

10. In combination with an automobile having a motor with an ignition system and an accelerator, and also having a brake system, clutch system, and speed shift system, a manually depressible actuating rod resiliently urged upwards, and having a section capable of bendinglaterally, means for starting said motor in an initial depressed position of said actuating rod, means for operating said clutch system, speed shift system and brake system on further depression of said actuating rod to shift from neutral into first, second and third for driving said automo bile at various speeds and stopping same when said actuating rod again reaches said initial depressed position, and means for operating said clutch system,specd shift system and brake system on lateral motion of said actuating rod section for driving said automobile in reverse and stopping when said actuating rod again reaches said initial depressed position, including a finger said initial depressed position". 7 12. In combination with an automobile hav-. ing a motor with an ignition system and accelerator, and also having a brake system clutch system, and speed shift system, a manu-y &

a motor with an ignition system and an accelerator, and also having abrake system, clutch system, and speed shift system, a manually depressible actuating rod resiliently urged upwards,

and having a section capable of bending later-' ally, means for starting said motor in an initial depressed position of said actuating rod, means for operating said clutch system, speed shift system and brake system on further depression of said actuating rod to shift from neutral into first, second and third for driving said automobile at various speeds and stopping same'when said actuating' rod again reaches saidinitial depressed position, means for operating said clutch system, speed shift system and brake system on lateral motion of said actuating rod section for driving said automobile in reverse and stopping when said actuating rod again reaches said initial depressed position, and releasable meansfor 1 completely raised position.

limiting upward motion of said actuating rod t ally depressible actuating rod resiliently urged upwards, and having a section capable of bend; ing laterally, means for starting said motor'in an initial depressed position of said actuating rod, means for operating said clutch system, speed shift system and brake system on further depression of saidactuating rod to shift from neutral into first, second and third for driving said automobile at various speeds and stopping same when said actuating rod again reaches said initial depressed position, means for operating said. clutch system, speed shift system and brake system on lateral motion of said actuating rod section for driving said automobile in reverse and stopping when said actuating rod again reaches said initial depressed position, and releasable means for limiting upward motion of said actuating rod to said initialdepressed position, including a lever engageable with a slot and an offset slot portion on the dashboard and releasable therefrom,-

13. In combination with an automobile having a motor with an ignition system and an accelerator, and also having a brake system, clutch system, and speed shift system, a manually depressible actuating rod resiliently urged upwards, and having a section capable of bending laterally, meansi'or starting said motor in an initial deprwsed position of said actuating rod, means for operating said clutch system, speed shift system and brake system on further depression of said actuating rod to shift' from neutral into first, second and third for driving said automobile at various speeds and stopping same when said actuating rod again reaches said initial depressed position, means for operating said clutch system,

speed shift system and brake system on lateral motion of said actuating rod section for driving said automobile in reverse and stopping when said actuating rod again reaches said initial depressed position, and releasable means for limiting upward motion of said actuating rod-to said initial depressed. position, including a lever engageable with a slot and an offset slot portion on vthe dashboard andreleasable therefrom, said aaoaaea lever controlling a pivotally mounted arm, in turn controlling a stop finger.

14. In combination with an automobile having a motor with an'ignition system and an accelerator, and also having a brake system, clutch system, and speed shift system, a manually depressible actuating rod resiliently urged upwards, and having a section capable of bending laterally, means for starting said motor'in an initial depressed position of said actuating rod, means for motion of said actuating rod section for driving said automobile in reverse and stopping when -'said actuating rod again reaches said initial depressed position, and means for breaking the ignition circuit when the actuating rod is in its 15. Incombination with an automobile having a motor with an ignition system and an ac celerator, and also having a brake system, clutch system, and speed shift system, a manually depressible actuating rod resiliently urged upwards, and having a section capable of bending laterally, means for starting said motor in an initial depressed position of said actuating rod, means for operating said clutch system, speed shift system and brake system on further depression of said actuating rod to shift from neutral into first, second and third for driving said automobile at various speeds and stopping same when said actuating rod again reaches said initial depressed position, means for operating said clutch system, speed shift system and brake system on lateral motion of said actuating'rod section for driving said automobile in reverse and stopping when said actuating rod again reaches said initial depressed position, and means for breaking the ignition circuit when the actuating rod is in its completely raised position, including a switch inthe ignition circuit and means for opening said switch controlled by an arm indirectly connected with said actuating rod.

16. In combination with an automobile having a motor with an ignition system and an accelerator, and also having a brake system, clutch system, and speed shift system, a manually depressible actuating rod resiliently urged upwards, and

having a section capable of bending laterally,

speed shift system and brake system on lateral motion of said actuating rod section for driving said automobile in reverse and stopping when said actuating rod again reaches said initial depressed position, and a signal system for indicating .whether the shift is in neutral, first, second, third, or reverse.

17. In combinationwith an automobile having a motor with an ignition system and an accelerator, and alsohaving a brake system, clutch system, and speed shift system, a manually deagain reaches said initial depressed s for operating said clutch system, lateral speed '2 system and brake system on motion oi said actuating rod section for driving said automobile in reverse and stopping when said actuating rod again reaches said initial depressed position, and a signal system for indicating whether the shift is in neutral, first, second,'third, or reverse, and forward motion and stopping of said automobile.

18. in combination with an automobile having a motor with an ignition system and an accelerator, and also having a brake system, clutch system, speed shift system, a manually depressible actuating rod resiliently urged upwards, and having a section capable of bending laterally, means for starting said motor in an initial depressed position of said actuating rod, means for operating said clutch system, speed shift system and brake system on further depression of said actuating rod to shift from neutral into first, second and third for driving said automobile at various speeds and stopping same when said actuating rod again reaches said initial depressed position, means for operating said clutch system,

speed shift system and brake system on lateral motion. of said actuating rod section for driving stopping when said automobile in reverse and said actuating rod again. reaches said initial deis and stopping samewhen said,

. position,

and a signal system for indithe shift is in neutral, first,

pressed position, eating whether second, third, or reverse, and forward motion and stopping of said automobile, said forward motion and signal and stopping signal of the automobile being indirectly controlled by a pivotally mounted control lever actuated indirectly by said actuating rod.

19. In combination with an automobile having a motor with an ignition system and an accelerator, and also having a brake system, clutch system, and speed shift system, a manually depressible actuating rod resiliently urged upwards, and having a section capable of bending laterally, means for starting said motor in an initial depressed position of said actuatingrod, means for operating said clutch system, speed shift system and brake system on further depression of said actuating rod to shift from neutral into first, second and third for driving said automobile at various speeds and stopping same when said actuating rod again reaches said initial depressed position, means for operating said'clutch system, speed shift system and brake system on lateral motion of said actuating rod section for driving said automobile in reverse and stopping when said actuating rod again reaches said initial depressed and a signal system for indicating whether the shift is in neutral, first, second, third, or reverse, and forward motion and stopping of said automobile, said forward motion and signal JOSEPH A. FUS 

